System for controlling one or more electric motors.



l .11.,HL- GUTL-JR..v l .s Ys'qIEM FOR GONTROLLIN'G ONE 0R MORE ELECTRIC MOTORS.'

v APPLICATION FILED AUG. 11, 1905.

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' "Patented Nov. 10,1908. 2 SHEETS-SHEET 2.

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HENRY H. OUTLER, OF MILWAUKEE. WISCONSIN, ASSIGNOR TO THE GUTLER-HAMMER MFG. OO., OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

SYSTEM FOR CONTROLLING ONE OR MORE ELECTRIC MOTORS.

Patented Nov. 10, 1908.

Application mea Amst 11, 1905. serial Nofevasss.

with a multiple-unit-train-control system..

train.

In a com anion application, Serial No. 27 3,837, file August 11, 1905, I have lshow-n and described a system of controllin one or more electric motors, particularly for multiple-unit-train-control, in which the operation of the varipus electro-magnetic switches employed toA directly control the,v

driving motors are themselves suitably controlled by variations of voltage'impressed `upon the train wire, or controlling circuit of the train. In such system, each car ofthe train is preferably equipped'with a complete apparatus, so that any car may belemployed as the operators car of the train, although when the'train is made up, the' motor generator set, which forms a part ofthe car 'equipL ment, upon the operators car only is used, and this is required to furnish current for the various devices upon-all of the cars of the generator, although idle eXceptfin the first car, in the train, must be of sufhcient size and capacity to furnish'current for the control of all Vthe cars df the train, an'dalso for the greatest number ofcars that may ever be included in a train. In the` present system,

each car is also preferably equip ed as before, 'with identical apparatus, and t e motor generator set is preferably included as a part' of such apparatus; but the arrangementlssuoh, that each suchset furnishes ccurrent for the operation of the switches, etc., upon its own car, therebypermitting the use ofsmalle'r and cheaper generator sets, since not so much .work is required of them, and the amount'of current that they are required to develop is a practically fixed. and known quantity no matter what the length'of the train. With esigned It is thus apparent that each motorj this arrangement, the operators motor generator set is'preferably arranged to supply current to the train Wire or equivalent circuit, but only for the energization of the field 'windings of the generators of the other sets-of the train, and of cou-rse this is only a small fraction of that required where all devices are to be operated by current from the train.

wire. 'The control of the train is thus. obtained by variations of voltage upon the eoy train wire as in the system of my companion application, but through the intermediation of the motor generator sets upon each car..

As will be shown hereinafter, these motor generator sets are subject'to a still further reduction in size'andv capacity due to the factV that they are vrequired to supply ltheir maximumoutput for only an instant of time,

suoli short time.

andI

may therefore be overloaded With safety for a `The present system, like the 'system of my'y said companion application secures the control of thevarious devices necessary to obtain the various speeds of the train and its direction of travel,by checking the rise in voltage of current upon the train Wire at -redetermined amOunta'Whereby the contro of the train is rendered entirely independent of any fluctuations of current upon the trolley circuit, which fluctuations maybe reproduced in the'.

circuit. As soon as train wire 'or controlling h tage upon t e train the desired limit of vo wire 'is secured and the proper devices throughoutthe train have operate-d, the voltage is automatically reduced to revent any furtherpossible rise in voltage eyondthe desired amount, to economize current ,and to permit the use of smaller magnetic devices throughout,-'as Well as to eliminate all lam safety switches-and similar devices. This feature I broadly 'claim lin my said' application, the present invention bearing the 'relaev tion to that of the said application, of'spe'cies to enus. y v;

ther features and advantages ent invention Will appear from the detailed descri tionof the drawings and the claims.

In t eaccompanying drawings, Figure 1 is a diagram of aportio ofthe ap aratus upon each car, said apparatus inclu' ing-that -involved in the control of the voltage upon the train and car wires, as Well asl the direction of 105 current ow in said wires, and by. means of ofthe 'pres'- a diagram showing the remainder of the apbetween the cars and throughout the train,

. to its normal said lthereto nd in the case of the operators car paratus for each car, and which serves to coni trol the operation of the driving motors. Referring to Fig. 1, the trolley is indicated at 2, the rail which forms the return circuit I for most of the apparatus at 3, the train wire at 4, and the car wire at 5. The latter terms are applied to these wires for convenience, the train wire being the only one extending While the car wire is that to which the solenoid switches of. Fig. 2 are directly connected. A motor-generator set 6 is mounted upon each car, the motor being operated from the trolley circuit and the generator portion thereof has its armature connected with the car wire 5in order to supply current be hereinafter pointed out, to the train Wire also. The field windings of the generator portion of this motor generator 6 is ada ted to be suitably magnetized at the Will of tiie. operator to control the output of the said generator and thereby to control the voltage upon the train Wire, from which the corresponding motor generator sets upon the as will 7motor generator set 6. This other cars of the train are actuated or controlled, and which in Iturn control the voltages upon the car wires of the other cars. At each end of the car is located a master controller 7, a startin switch8 a and a plurality of voltage control ers V, V2 and V3, which check and seclure the automatic reduction of voltage upon the train wire-4 and therefore upon thecar wires 5, to suitably control and operate the various solenoid switches shown in Fig. 2 to secure the proper speed and op- ,eration of the driving motors.

The master controller is provided with an operating-lever 8, carrying a pluralityl ofbrushes adapted to be engaged with the various contacts disposed in the path of movement of the said brushes when the lever is rotated in either direction. The direction of rotation of the lever controls the direction of travel of the train. The voltageregulators -V V2 and vV3 control short circuiting switches of resistances 9, 10 and -1 1, said resistances being of suiiicient amount to secure the automatic reduction of voltage upon the train wire when they are included iny the circuit. The startingswitch 8a is y rovided with a lever 12, adapted to be returned to its normal osition at which it stands in the drawings y means of a suitable spring, and which 1s held in its on position by a retaining magnet 13 suitably energized at suchV time. Any failure of current in the said retaining magnet permits-the lever to return position.

In order to start the' train, the operator closes the starting switch upon his car, thereby furnishingcurrent to the motor 14 ol the closes a path for current from the trolley 2, via conductors 15 and 16 to the lever 12 of the starting switch 8, thence to contact 17, wires 18 and 19, the motor starting resistance 20, armature 21 and Wire 22 to the rail 3, Current is also supplied through a parallel connection upon the contact 17 of the starting-switch through the retaining-magnet 13, wires'23 and 24 to the shunt field winding of the Inotor 14, and thence by Wire 22 to the rail 3. The current in these paths suffices to start the motor-generator operating, and as soon as its counter electro-motive iorcebuilds up the solenoid svvit-ch 25, which has its Winding connected across the brushes of thearniature 21, is 'operated thereby closing a path for current from the trolley 2 over conductors 15 and 26, wire `27, brldging contact 28 of switch 25, Wire 29 and thence" directly through the armature 21 and wire 22 to the rail 3. This path for current docsnot include the starting-resistance 20 which therefore permits the full trolley current to flow through the armature of the mptor, and thus operates the motor generator upon the operators car at full speed. At this time, the generator 30 of the motor generator 6 has its armature 31 connected upon one side by conductor 32 arld Wire 22 with the rail 3 and upon the other side by conductor 33 with the car wire 5, but is not delivering current to the car wire for the reason that its iieldwinding '34 is not yet energized.

In order to start the car, the operator now moves the lever 8 of the master controller 7 in one direction or the other. Assuming that it is moved clockwise, a path for current is immediately rovided from the trolley 2 through the eld Winding of `the generator 30, via conductor 15, resistance 35, wire 36 in the master controller, the resistance 37 of roo the master controller,.contact 38 upon the I controller lever, segmental contact 39, conductor 40, short-circuiting contacts of the voltage controllersV", V2 and V, wire 41, conductor 42, thence through the field .winding i 34, conductor 43, wire 44, segment 45 o master-controller 7, contact 46 of the lever 8, segmental contact 47, and Wire 48 to the rail 3.' The current in this path therefore causes the magnetism of the field Winding of the generator 30` to build up, thus causing the armature 31 to deliver current to the car Wire 5, and also to the train the lever of the starting-switch 8 a in the running position, said car wire 5 is connected by contacts 49, 50 upon the lever Wire 52, with the said train wire 4, and therefore the latter receives current u on the operators car as soon as current is delivered to its car wire.

The delivery-'of current to the train wire upon the operators car furnishes current to the corresponding wires of the other cars of and 51 and by- -for the moment that the apparatus of Fig. 1

belongs to one of theother cars of the train.

Current immediately flows from train wire 4 over conductor 54, through the winding. of.

solenoid switch 55, thence by conductor 56, insulated contact 57, upon the stem of switch 25, and conductors 58 and 22 to the rail 3. This switch 55 for each car of the train is therefore operated and closes a path for current directly from the trolley 2, over wires 15, 26 and 27, contact 59, wire 60 thence through startin resistance 20, armature 21 of motor 14 an conductor 22 to the rail. At the same time, current divides before assing through theresistance 20, and takes t e parallel path over conductors 19 and 18, contact' 17 of starting-switch 8a, retaining-magnet 13, wires 23 and 24, and thence through the field winding of the motor 14.

counter electrornotive force builds up` sufficiently, switch 25 is operated to close the cirj cuit directly from the trolley over conducoperation of switch 25, contact 57 is lifted to break the circuit of switch 55, thus denergizing ,the same, and protecting its windings from the fluctuations of voltage constantly occurring onlthe train wire.

, The field windings of the generators 30 upon the cars of the train other than the operators car are now connected between the train wire and the rail. This connection may be traced from the train wire 4 over conductor 52, contact 60 of starting box 8a, contact upon the lever 12, contact 61, conductor 62, contacts 60,50 and 61 of the starting-switch 8a at the opposite end of the car, conductor 63, wires 41 and 42, thence through 1 the field winding 34 of generator 30, conductor 48, wire 44, conductor 64, contact 65 of starting-switch `8a at the right end of the car, insulated contact66 upon the lower end of the lever 12 of said starting switch, contact 67, wire 68, contacts 67, 66 and 65 of the starting-switch 8a at the left hand end of the car, conductor 69,'.contact .70 o'f controller 7, wire 71, contact 47 and wire 48 to the rail 3. This path for current insures that the field of the generator upon this car shall be subjected to the same voltage asthat upon the operators car, and further that all of the motor generators throughout the train will have their field windings energized to the same eX- t`ent, and that the output of the said generators and therefore the voltage of the various car wires throughout the train will be the j Thus the motor upon each train is started, and as soon as the same. It will be understood from the foregoing that the motor generator upon the operators car furnishes current to its own car wire and to the train wire for the entire train and therefore for the energization of the field windings of the various generators throughout vthe train, while the motor generators upon the other cars of the train furnish current to their individual car wires only. This added effort of the motor generator upon the voperators car, however, is very slight, since but a' very small amount of current is required for the magnetization of the field windings of the remaining motor generators. The number of cars inthe train may therefor be increased to any extent so far as this feature of the system is concerned.

As will be hereinafter explained, certain of the solenoid switches shown in Fig. 2 are adapted to be operated at one voltage of the car wire to secure ,the lowest speed of the train and its direction of movement, certain other of said .switches respond to a still higher volta e of the car wlre to secure the second spee of the train and other solenoid switches respond to a still higher voltage of the car wire to secure the highest or maxi- -vmum speed .of the train. These various operations will be pointed out in connection with Fig. 2 when reached in the description of the apparatus of that figure, and are inentioned here merely to make clear. the object of varyiner the voltage upon the train wire as will now be described.

Returning to the operators car, it will be noted that the voltage re ulators V, V2 and V3 are included directly etween the train wire and the rail, and are therefore subjected to the voltage of the former. Thus the Wire 52 leading from the train wire 4 is joined by a necting wires with the similar contacts 79,-

80 and l81 upon the other side of the lever 8, Thus, when the lever 8 is rotated suiiicientl so that its brush en Tages contact 7 9, the Ipat for current from tie wire 73 is comp ete'd through the contact 46 of the lever 8 to contac't 47, and thence by wire 48 to the rail 3. These voltage re ulators are adjusted by any suitable or esired means, either rnechanically or electrically to respond to the diiierent voltages of vcurrent on the train lwire and flowing through. their windin s;

for instance, the regulator V responds to t e voltage or to only a sli htA increase -Ofvol'- tage over that at whic it isA desired the 'first set of solenoid switches of Fig. 2 should respond. As soon as said solenoid switches have res ended .therefore and the lowest speedof t e train is secured, said regulator V is operated and cuts into the, circuit of the 1switches of Fig. 2 are thus subjected for only an instant to the voltage necessary to operate them and consequently do not overheat, and the consumption of current is greatly reduced. Moreover, the checkin of the rise of voltage u on the train wire auf the car wires renders t e control of said switches of Fig. 2 entirely independent of the fiuctuations of current that occur inthe trolley circuit and likewise on the car Wires, thereby eiectually preventin the undesired operation of the said switc es.

The next higher speed of the train is se'- cured by a further rotation of the controller lever 8 thereby cutting out more of the controller resistance 37 and short-circuiting the 'resistance 9 by denergizing solenoid V as the brush at the end of the lever passes from the contact 79, thus permitting the stronger cur` rent to pass throu h the field winding of the generator 30 and t ereby to increase the voltage upon the car wire of the o erators car as well as the train Wire throng out the entlre train. As before pointed out, the in crease of voltage upon the train wire causes an increase in the magnetism of the field windings of the generators 30 throughout the train, and raises the voltage of the car Wires of the various cars. In response to this increased voltage upon the car wires, the second set of solenoid switches shown in Fig. 24 are operated and cause the driving motors to operate at the next higher speed. As soon as these switches of the second series have operated and the controller lever8 reaches the contact 80 the second voltage regulator V2 is subjected to the voltage of the train Wire and as soon as it increases sufficiently, said regulator is operated. and .cuts its resistance 10 intothe circuit ofthe field Windililgs of the generator 30, thereby automatica y reducing the voltage of thecar wire and the train Wire, the latter in turn decreasing the' output ofthe motor generators throughcontroller 7 in the A., B, C and E at the opposite en one-,tenth of that reqired to initially operate Cuch devices and still maintain them operate The third and maximum speed for which I have shown my a paratus adapted, althou h any desired num er of speeds may be o tained by increasing the various parts and employing the sameprinciples, is secured by the further rotation of the master controller lever 8, which excludes the remainder of resistance 37 of said controller as Well as the resistance 10, controlled by re lator V2, and consequently builds up the eld winding of the generator 30 to its greatest extent. As before pointed out, the various motor generators respond to the increased voltage u on the train wire, and correspondingly a ect their respective car wires. When the last .series of solenoid switches have responded tol this higher voltage, and the rear brush ofthe master controller 7 has reached its contact 81 the voltage regulator V3 Aoperates to include its resistance 11 in the circuit of the field winding 'of the motor generator 30, thereby a ain automatically checking and reducing t wires. 7 A

Since the direction of travel of the train is controlled by the direction of current in the train wire, it will be seen that the latter may be vreversed by operating the lever 8 of the reverse direction, so that the current through the field winding 34 of the motor circuit may e traced from trolley 2, wire 15, resistance 35, thence direct through the resistance 82, contact 38, se mental contact 45, wire 44, conductor 43, t ence through the eld Winding 34 in the direction opposite to that before traced, thence over wires 42 and 41, short-circuiting switches of regulators V, Vzand V3 conductor 40, contact 39,v contact J46 upon lever 8, contact 70, Wire 71, contact 47, and wire 48 to the rail 3. The continued rotation of the master controller lever 8 results in imparting to the train, the three speeds before described but in the reverse direction. v It is to be noted that a slight difference exists in the-manner of connecting the master controller With the motor starting switch on one end of the car from that of the same apparatus at the other end of the car, but the two sets of apparatus are connected so as to function with one another to make a complete system.4 Each car of the train, however, is equipped identically the same as every other` n n 0 Figs 1 and l2, the only connection etween ,as shown in the dia. ams of the cars being confinedA tozthe couplings at the end of the single trainWixe.

Turning nowto Fig.f2f, the various switches which are preferably of the solenoid type are here shown as controlling the drivin motors de of the e voltage of the train and carenerator 30 is reversed. This y spect to each other. The various circuits through these switches are in general conthe relay X. The reversing switches D2 etc; each has an u er windi PP ing connected between the trolley 2 and the.

rail 3 by conductors 87 and 88` on the left, thence by conductor 89 leading to the right v.hand-series, and thence by conductor 9() to the rail. The current in these windings, howeveiyis insufficient to cause them to attract their plu'ngers.-` Lower windings are thereforeprovided Jfor each of these switches vconnected between the car wire 5 and the rail 3. Thus at the left the wire 91 extends between the car wire 5 and the said windings, which are thenl connected by wire 92 with wire 93. The similar windings of right hand reversing switches are connected by wire 94 with the car wire-and upon the reverse side by wire 95 with said wire 93. -Froni the latter wire the path for current is continued through the medium of conductor` 96, noninsulated conductor 97, stein 98 of switch P, pivoted contact 99, and thence by wire 100 lto the rail L3. These reversing switches' are adjusted to respond to the'lowest train wire voltage which is reached just before the ,-iirstvbltage `regulator Y of Fig. 1 is operated, but sincethe lower windings upon switchesyD and D4 and upon D7 and D8 are opposed to the upper windings these switches will not be operated at the present time if the 4current is flowing in the same direction betweenthe trolley 2 and the rail 3 as between the car Wire 5l and the rail 3, sol that only the witchesD, D2 and D5, D'i arejknoW. operated. A mechanical intorlockisprovjded forthe revers- Lingswiitches atleach end' ofsthe car, said inter- ,lock comprising bars 10.1 having slots therein,

through which pins proi'ect that are mounted uponthe levers 102 permanently secured totheacontact armsv of the solenoid switches.

Y 1t" is obvious l,from.f,thisftrrangement that when the. switches D and D2 vare operated, switches D a and D4 are prevented from operart1onand likewise that if the latter pair `were v operated,theiormer lcould not operate.

L iis Ain'terl-oclc.,is duplicated at `the other end otl pair, Witches operating at the 'same time, and. thereby ypossibly shortcircuiting rthe isarranging the circuit Tlie'series solenoid S adjusted to respond 4ie-train, thus serving 'to prevent both. vcar is `actuated thereby automatical to this same voltage. After these switches have operated the voltage upon the car wire is reduced as a result of the operation of the volt-age regulator V shown in Fig. 1, but the4 several solenoids maintain their piungers in their uppermost positions.

The circuit through the motors may now be traced `from the trolleyv 2 over wire 87, f

4conductor 103, wire 104, closed contacts of switch D, conductors 105 and 106,thence through the armatures of the motors A and B, conductor 107, contacts of switch D2, conductor, 108, thence through resistance 83, 84, conductor 109, through the eld windings of the motors A and B, conductor 110, wire 1 1 1, closed contacts of the series switch S, con-- ductor 112, wire 113, resistance 85, 86, conductor 114, thence through the field windings of the motors C and E at the opposite end of the train, conductors and 116closed 85 i contacts of switch D2, conductor117, thence through the armatures o the motors C and E, thence by conductors 118 and 119, closed contacts ofthe switch D5, and thence by way of conductor 120 to the rail 3. It is thus ob- 90 served that the motor sets are in series with each other, and that the controlling resistl ances are in circuit. This is the slowest running speed of the train.

When the voltage of the car wire is raised to secure the next speed, the resistance controlling Aswitches R and R2, associated with the motors A and B, and the corres onding switches R3 and R4 at theother end o the car are. operated to cut out the resistances con- 100 trolled thereby. Current for this purpose passes from the car wire 5 over conductor 12 1, thence throu h. the coils of switches R and R2 in paralle to conductor 122, thence by way of conductor 123 insulated contact 124 105 carried vupon the stem of vthe relay X, conductor 125, insulated contact 126 on the, stem of switch 12, wire 127, non-insulated contact 97, stein98, contact 99, andwire 100 to the rail 3. likewise. operated from the car-wire 'over conductor 128, and thence throughfthe windings ot said switches in parallel 'to `the wire 122, and thence over the remainder .0f the path .just'traced The operation of these 115 switches eliminatesthe resistance :sectionsv 83, 84, 85 and 86 from the motor circuits', and ypermits said motors to operate.A at a higher s eed althou h they are still in series with eac other. `T e resistance controlling 120 switches vpreferably operate in the order i vnamed to-cut out the resistance gradually.

As soon as these switches have been operated, the voltage regulator V2 upon the o erators gf checking the rise' of voltage upon the train Wire and the car wires,'and cutting it down, but 'at-thel v same time permitting suicient current to How to maintain'the switches operated. The ynext `higher speed of thetran is :se-.130

The switches Raffand R2 are la@ I `over this second cured by connecting the motors' in parallel results in so responding'. In the iirst place,

the series switch S which has' been energized by current from the car wire 5, lowmg over conductor 12-9 to one terminal of said switch winding, and thence from the other terminal overconductor 130 and contact 131, -upon the stem of the relay X, wire 125, etc., to the rail 3, is now denergized by the breaking of its circuit at contact 131 of the relay X. Similarly the path forv current through the resistance controlling switches R, R2, etc., is opened at contact 124 of said relay X. These switches are therefore denergized and the resistance re-inserted ,in the motor circuit. At the present instant therefore, the motors are entirely disconnected from the circuit. The operation of the relay X however, carried its contact 124 into enga ement with its upper stationary contacts, t ereby com leting a path for current through the paral cling switches P, P2 from the car wire 5, over conductor 132, thence through the windings of paralleling switches P, P2, thence by conductor 133, contact 134 carried upon the stem of the series switch S and which is now in its lowermost osition, conductor 134, contact 12.4 of relay gl, and thence by way of wire 135 to the rail 3. It should be mentioned that the relay X is energized by current from the car wire 5, flowing over conductors 136 and 135 to the rail 3, this connection being permanent, but the relay not responding to the weaker currents heretofore flowing through the same. As soon as the switch P is operated, its contact 97 is carried into en agement with upper contact, thereby comp eting another path for current from wire 122, over wire 137 through resistance 138 and thence by wa of contact 97 and conductor` 100 to the rail 3. The resistance controlling sWitchesR, R2, R3 and `R,-areA thus permitted to now operate path, containing t l1e resistance 138, and to cut out the resistances 83, 84, 85 and 86. The resistance 138 may be made large enough to prevent the operation of the resistance controlling switches R, R3, etc., until a sli htly higher voltage on the car wire is reache l The circuits through the motors may now be traced as follows: Beginning at the left, current flows from the trolley 2, wir'es 87, 104, 105 and 106 through the armatures of motors A and B, conductors 107 and 108, short circuiting switch R2, 'conductor 109,

.. thence through the field windings of the mo.-

tors, conductor 110, closed contact of switch P, and thence Aby way of conductor 100 to the rail 3. The motors at the other1 end of the car have their circuit completed from and thence over l rail-3 with the resistance cut out-of circuit' so that their highest speed is obtained. As before mentioned, the switches R, R, Rf and R4 are so adjusted as to cut out the resistance sections in the order named. After these changes of the circuit connections have taken place, the voltage upon the car Wire 5. is automatically reduced.

When the current through the lower-windings of reversing switches D, D', etc., is'reversed in direction, the other lpairs are lenergized and the first pairs denergized, this serving to direct the l tor armatures in thereverse direction, while still flowing in the same direction through the field winchngs. No other chan e in the cycle of operations is caused by this reversal of current, except to change the direction of travel of the train.

current through the modings of motors Cv The apparatus thus operated at the hiher ect voltage of the car wire constitutes in e an electricalinterlocking mechanism, since it prevents the operation of the solenoid switches in any except the properorde'r. For instance, in changin over from the series to the parallel relation o the driving motors, it is necessary to first open the circuit ,of the motors, and before connecting them to the circuit in parallel relation, to interpose their starting resistance. Thus, the operation of the relay X opens both the circuit of the series solenoid S and of the resistance solenoids R, R2, etc. ing solenoids P and P2 cannot become energized until the plun' er of the series solenoid S has dropped and t ereby closed the circuit of said paralleling solenoid. Having thus disconnectedV the driving motors from the circuit and re-introducing the starting rcsistance, it then becomes safe and only then, `'to energize the aralleling solenoids P and P2. In passing iliom the parallel relation to the series relation of the drivin motors, it is also impossible for the win g of the series solenoid to become energizeduntil 'both Iplungers of the paralleling solenoids have ropped, and thus closed the circuit of solehoid wmding S. The plunger of the relay solenoid X is also obli ed to drop before the circuit can. be com ated through the winding of the solenoid Thus, the o )era- ,tion of the various switches in a delinite order is insured. f

As was` explained in connection with Fi 1 it is evident that the windings of none c the solenoids are subjected to the voltage necessary to actuate themior any appreciable length of time, for as soon-as' this voltage has been applied and the-solenoids have reduction upon the car wires and leaves only asuiicien-t voltage on such car wires to allow the solenoidsv to retain their plungers in their i Oi course, very much uppermost positions. less current is necessary to accomplish this latter result than the amount required to actuate the solenoids when their plungers are in their initial position;

As a result of the system thus described, smaller inotorl generator sets may be employed than in some other systems, such for instance as that described in my pending application, since each set supplies its own car with current for operating its own solenoid switches. Moreover, since such motor generators are required to develop their maximum output for only a few seconds of time, they may be overworked or worked beyond the usual limit for that short time without danger or harm to them. It is evident also, that with this arrangement the cars may be Vturned end to end without affecting the direction of travel of the saine, with respect to the remainder of the train since if the car is reversed, the current is through its train wire, also reversed and the direction of travel is the same as before.

An suitable form of solenoid switches may e employed, and anytype of' starting switches and controlling switches may be used. The controlling switch is one preferably having a spring oi other means to return the lever to normal position as shown in Fig. l 'of the drawing, when rcleasedlfrom the hands of the operator. These various apparatus are so well known to those skilled in the art as not to require further description or illustration.

lt is to be understood that the present system may be applied to the control of one or more electric motors or other instrumentalities used in other relations than herein specified or connected in either an alternating current power circuit or a direct current power circuit. Various other alterations, changes, modifications and substitutions may be made in the construction and arrangement of the various parts and circuits without departing from the spirit or scope of my invention.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a multiple-unit-train-control system, the combination with a plurality of cars having driving motors therefor, of electro-magnetic switches on each car responsive to "different voltages of current to control said motors, a separate source oi current supply for theV switches of each car, means within the control. of the train operator for varying the voltage ofcurrent suppliedv to said switches, and means whereby the con-. trol of said switches is rendered independent of fluctuations of current that may occur in their circuits.`

2. In a multiple-unit-train-control system, the combination with a plurality` of cars having driving motors therefor, of eleetrosmagnetic switches on each car responsive to dierent voltages of current to control said motors, a separate source of current supply for the switches of each car, means within the control of the train operator for varying the voltage of the current supplied to said switches, and means for checking the rise of voltage through the windings of said switches at the desired times to render them independent ,in operation of the Huot-nations of current intheir circuits. p

3. In a multiple-unit ti'ain control v system, the combination with a plurality of cars having driving motors therefor, of electro-magnetic switches oneach car responsive to different voltagesl of current to control said motors, a separate source of current supply for the switches of each car, means within the controlof the train operator for varying the voltage of current supplied to said switches, and means for checkino the risc of and reducing the voltage tliroulrli the windings of said switches at the dlesired times to render them independent of fluctuations of current in their circuits.

4. In a multiple-unit train control system, the combination with a plurality of' cars having driving "motors therefor, of electro-inagnetic switches on each car responsive to diiierent voltages of current to control said vmotors, a se arate source of current supply voltage upon the circuits of said switches to the desired amounts.

5. The combination with ya plurality of.

cars having driving motors therefor, of elecl tro-magnetic switches for each car responsive to diilerentvoltages oi current, a cir:- cuit for each car to which said switches are connected, a separate source of current suping the voltage of currentv supplied to said,

c ar circuits, and means for rendering the de-` sired operation of said switches independent of fluctuations of curi-ent upon said car cii- ,125 6.. The combination with a plurality ofy cuits.

cars having drivinr motors therefor, ofelectro-magnetic switches upon each carto con-l i trol the motors, a circuit for each carto which said switches are connected, a source` .of current supply upon each car to furnish current to sai circult for the operation of said switches, a controlling circuit extending throughout the train from which said sources of current are controlled, means whereby the operator is enabled to vary at will the voltage upon said controlling circuit and thereby electro-magnetic 'out the train, means to enable the volta e suppliedilto the car circuits to thus suita ly o era-te the said switches, and further means l'br rendering said control of the switches independent or the fluctuations of current that may occur upon said circuits. 7. The combination wvitli a plurality of cars having driving motors, of a plurality of electro-magnetic switches upon each car to control the driving motors, `a motor-generator set upon each car to supply current for the operation of the switches u on the same car, the motors of said sets lleing driven from the trolley circuit, means under the control oi the operator, lto vary the voltage su plied by the generator of the sets to sa1d` switches, and means for rendering the desired operation of said switches inde endent of the fluctuations ofcurrent upon t e trolley circuit.

8. The combination with a plurality of cars having driving motors, of 'a plurality of electro-magnetic switches upon each carto control the driving motors, amotor generator set upon each car to supply current for the o eration of the switches upon the same car, t e motors of each set being driven from the trolley circuit, means under the control of the operator to vary the voltage supplied by the generators of the sets to said switches, and means for automatically reducing the voltage supplied to the switches after each desired operation of the same.

9. The combination with a plurality of cars having driving motors, of electro-magnetic switches upon each car to control the operation oi said switc es for their operat1on, the motors of said sets being driven from the trolley circuit, a controlling circuit extending throughthe operator t0 control through the medium of said controlling circuit the voltage of current delivered by the generators ofthe said sets to said switches', and means for automatically reducin the voltage supplied to the switches .at eac desired operation of the same.

10. The combination with a plurality of cars having driving motors, of a plurality of switches upon each car to suitably control sa'id motors, said switches being selectively operated by different voltages o current, a which said switches are connected, a motor` generator set upon each car driven fromfth'e trolley circuit and arranged to urnish cur-v rent to said car circuit' for the operation of `4said switches, a controlling circuit extending throughout the train, and furnishing current for t e excitation of the eld windings of the generators of the several sets, means under the control of the operator for varying the volta e upon said controllinf` -circuit and 'there y the voltages impressed upon the car circuits by said generators to suitably operate said switches, and means for automatic- .ally reducing the voltage upon said controlling circuit after each desired operatlon of the switches.

11.,The combination with a plurality of cars havin driving motors, of electro-magnetic switc es upon the car to suitably control the motors, a separate source of current supply upon ,each car to furnish current for t e operation of said switches, and means to enable the train operator to control the operation of said switches, said means including a circuit extending throu hout the train and consistingof one wire only.

12. The combinationl with a cars havin driving motors, of e cetro-magnetic switc es controlling the said motors, a separate source of current supply for each car to furnish current for the operation of the switches, a controlling circuit consisting of one wire only'extending throughout the train, means vto kenable the o erator to control through the medium o said Wire the operation of said switches, and means to render-the control of said switches independent of fluctuations of current.

13. The combination with a plurality of cars havin driving motors, of electro-mag-l netic switc ies upon each car to suitably conlurality of A motors, a motor generator set u on each car to supply current to the circuit upon each car to,-

trol' the motors, a motor-generator set upon each car driven from 'the trolley circuit to furnish current for the operation4 of saida controlling circuit extending,

switches, throughout the train, consisting of one wire only with which said generators are connected, means to enable the train operator to vary the voltage upon said cogitrolling cir- 'cuit andlthereby the voltage o current iurnished to said switches and means for causin the automatic reduction of voltage supplied to said switches after each operation.

14. The combination with a plurality of circuits, of a plurality of. electro-magnetic windings connected with said circuits selectively responsive to different voltages,'ja separate source of current supply for each said circuit, and means for rendering the operation of said devices at the desired voltages independent ofnndesired fluctuations of current upon the circuit.

l5. The combination with ircuits, of a plurality of el windings connected with said fsi-ve to different voltages a current supply for reach said circuit, and meansfor automatically reducing the voltage upon said circuits after said windingshave a plurality of cetro-magnetic circuits respont been subjected to the desired voltages.

separate source of ating current', a circuit for eac ymi so3,17s

16. The -combination with a plurality of l electric motors adapted forsiinultaneous and lcorresponding operation, of electro-.magnetic switches associated with the different motors to control their operation, seid switches being 17. The combination with a pluralityefi-l controlling circuits, of a separ'ate'source of. current supply for each of said circuitsjv means for simultaneously impressing like voltages upon each of saidl circuits, -and means for automatically reducing said voltagesy upon each of saidl circuits agiter saidvol-Y tages have been applied thereto.

18. The combination with a plurality of separate controlling'circuits, of a plurality of electro-niiagneti'cA windings connected with each of said circitsladapted to respondto the variations of voltage therein, means for simultaneously imfpressing yat will like voltages uponeach o after they'have been applied thereto.

19. The combination with a plurality lof cars having driving motors, of a lurality-of switches upon each car to controlpthe operation of said motors and adapted to be selectsaid circuits, and means4 for automatically reducing the said voltages ively operated by diierent voltages of cur- -rent through their windings, a separate y source of supply for each car operated from the trolley circuit to supply' current to switches of that car, means under the controlof the train operator to vary the voltagg of current so supplied to. the said switches;V and means to render the desired op-V Y erationrof Ysaid switches independent of the j Y fluctuations occurring Vupon the trolley ciri cuits.

In witness whereof, I have hereunto subscribedmy name 1n the presence of two witnesses. Y

HENRY H. C UTLER. A

Witnesses J. F. HAW-KiNs, T. E. BARNUM. 

